Internal-combustion engine.



N. McCARTY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED FEB. 24. 1912.

1,157,021. Patented 001.19, 1915.

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' N. McCARTY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED FEB. 24 1912.

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N. McCARTY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FII .ED FEB. 24. m2.

Patented Oct. 19,1915.

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INTERNAL COMBUSTlON ENGINE.

- APPLICATION FILED FEB. 24. 1942.

Patented Oct. 19, 1915.

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NORMAN McCAR-TY, 0F INDIANAPOLIS, INDIANA, ASSIGNOR- TO LYONS-ATLAS COMPANY, OF INDIANAPOLIS, INDIANA, A CORPORATION OF INDIANA.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Application filed February 24, 1912. Serial N 0. 679,731.

thoroughly flushing the combustion chamher at the end of each work stroke.

The accompanying drawings illustrate my invention. p

Figure 1 is a side elevation, in partial ver tical section, of w an engine embodying my invention; Fig. 2 a vertical section axially through the combustion chamber with the parts in the positions occupied at the moment of cut-off of the air supply; Fig.3 a similar section (omitting the crank shaft and adjacent parts) in which the parts are in the positions occupied at the moment of highest compression; Fig. 4 a view similar to Fig. 3 with the parts in the positions occupied at the beginningof opening of the exhaust ports; Fig. 5 a similarview showing the parts in the positions occupied at full opening of the exhaust ports and the air inlet ports; and Fig. 6 a section on line 66 of Fig. 5 showing, however, only the external shell and the combination sleeve valve and combustion chamber.

In the drawings, 10 indicates a base member provided with suitable bearings 11 for the support of the main or crank shaft 12. The shaft 12 is provided with a central crank 13 and with two flanking eccentrics 14 which are set in unison with the crank; 2'. e., the eccentric center lies in the line between the crank center and the shaft center. Sui-mounting and supplementing base 10 is a pedestal 15 carrying a shell in the upper end of which is formed a cylinder 16 of uniform bore and open at both its upper and lower ends. Surrounding cylinder 16 and communicating with the interior thereof through exhaust ports 17 is an exhaust chamber 18. Also surrounding cylinder 16 and communicating therewith through air inlet ports 19 is an air chamber 21. The ports 19 are uniformly distributed around Patented Oct. 19, 1915.

the circumference of the cylinder, as clearly indicated in Fig. 6, and the ports 17 are similarly distributed. I

In the upper end of the shell, at the upper open end of cylinder 16, is a compressor cyllnder 22 having a diameter greater than cylinder 16. The compressor cylinder 22 1s capped at its-upper end by a head 23 provided with a central depending boss or supplemental head 24 having a diameter con-' siderably less than the internal diameter of the cylinder 16. Communicating with the lower end of compressor cylinder 22 is a passage or port 25 and communicating with the upper end of the compressor cylinder 22 is a passage or port 262" Fitted within cylinder 16 is the main tubular body of a sleeve 27 which is a combined valve sleeve, combustion chamber, and compressor piston. The upper end of the sleeve 27 is provided with a piston head 28 and fits cylinder 22 said piston being provided with suitable packing rings 29 to engage the internal. surface of cylinder 22. The interior of the sleeve 27 is accurately bored to fit over the supplemental head 24, said supplemental head projecting a material distance into the sleeve and being provided with suitable packing rings 31 to contact with the internal surface thereof.

Reciprocably mounted within the bore of sleeve 27 is a piston 32 thus forming a combustion chamber 33 within the sleeve between the fixed head 24 and the piston 32.

The difference in diameter of the bore of sleeve 27 and the external diameter of its main portion is suflicient to permit the formation therebetween of an annular water space 34 which, at its upper end, communicates with a discharge pipe 35 which is carried through packing gland 36 in head 23, and through a packing gl'and 37 in a connector casting- 38 into which pipe 35 may be projected and by means of which communication may be established through apipe 39 with the lower part of a water chamber 41 formed within the supplemental head. 24, the water being. discharged from the chamber 4lthrough a discharge pipe 42. The water chamber 34 at its lower end is provided with an inlet pipe 43 which is passed through a packing gland 44 and into a supply chamber 45. .By this arrangement a continuous flow of water may be maintained upwardly through the sleeve 27 and also through the head 24.

Formed through sleeve 27 are exhaust ports 51 which, at their outer ends, intermittently register with the exhaust ports 17. Also formed through the wall of the sleeve 27 are air ports 52 which, at their outer ends, intermittently register with the air inlet ports 19:

Piston 32 is provided with suitable pack ing rings 53 and the outer ends of the ports 51 and 52 are guarded by packing rings 54, 55, and 56 which coiiperate with the interior of cylinder 16. Piston 32 is connected by a pitman 57. with crank 13, and the sleeve-piston 2728 is connected by two pitmen or eccentric-arms 58, 58 with the eccentrics 14, 14.

Associated with the two ports or passages 25 and 26, is a valve casing 61 provided with a chamber 62 (conveniently cylindrical and open at both ends) which communicates with passages 25 and 26 through passages 63 and 64 respectively. Fitted within chamber 62 is a piston valve 65 having a pair of separated heads 66 and 67 so arranged that, by reciprocation of the valve, the passages 63 and 64 may be alternately connected with the interior of chamber 62, between the two piston heads 66 and 67, and with the open ends of the valve chamber. Leading from that portion of chamber 62 which is always between the piston heads 66 and 67, is a pipe 68 which leads to the air chamber 21. Valve 65 may be reciprocated in any desired manner in synchronism with the piston 32 and in the drawings I have shown this to be accomplished by means of a pitman 69 and crank disk 70 which is carried by shaft 71. The shaft 71 carries a. sprocket wheel 72 over which a sprocket chain 73 passes to the sprocket wheel 74 on the eccentric shaft 7 5 which is driven in a well known manner from the crank shaft 12 and conveniently operates the fuel pump 76 (by the eccentric arm 77) and the fuel valve 78 (by means of the eccentric arm 79 and the cam 81). The fuel valve 78 forms a part of the fuel injecting nozzle 82 which is mounted in head24 and receives its fuel from the pump '76- through pipe 83, and receives the necessary high pressure air through the pipe 84 in a Well known manner.

The total vertical movement of the element 2728 is about one-third the vertical movement of piston 32 and the diameter of the compressor cylinder 22, relative to the maximum volume of the combustion chamber 33, is such that the volume of air delivered by the action of the piston 28 to chamber 21 (and consequently to the combustion chamber 33) is greater than the maximum volume of the combustion chamber 33, i. 6., when the parts are in the positions indicated in Fig. 5.

The operation is as follows: Assuming the engine to be under operation and the parts to be in the position indicated in Fig. 3 with a charge of air within the combustion chamber 33 so highly compressed that, as the piston 32 moves downwardly, a charge of fuel injected through nozzle 82 will be ignited as it is injected into the highly compressed and heated air, and the generated gases will expand and piston 32 will be carried downwardly. At the same time element 27 28 will move downwardly but at a slower speed. \Vhen. the parts reach the positions indicated in Fig. 4, the inner ends of the exhaust ports 51 may have already been uncovered (this being immaterial as noattempt is made to secure any 'cut-oif by interaction of the piston 32 and the sleeve 27) but the outer end of the exhaust ports 51 will just begin to uncover the exhaust ports 17, whereupon exhaust from combustion chamber 33 will be started into exhaust chamber 18. Immediately after the exhaust fiow of gases from chamber 33 has been established, the further downward movement of the piston 32 and sleeve 27 will bring the outer ends of the air ports 52 into registry with the air ports 19 (passing in the downward direction through the position indicated in Fig. 2, where the parts are shown on the upward move) andthe compressed air in chamber 21 will be driven through passages 52 to the upper end of the combustion chamber immediately beneath the inner end of the supplemental head 24, thus coming in behind the already downwardly and outwardly moving spent gases and driving these spent gases outwardly through the exhaust passages 51. The inward flow of compressed air from chamber 21 continues until, on the up-stroke, the positions indicated in Fig. 2 are reached, at which time the outer ends of passages 52 cease to register with inlet ports 19. At

this time the exhaust ports 51 are still open 7 slightly so that, as the scavenging air is introduced under some slight pressure (in practice in the neighborhood of from five to ten pounds), the outward flow from chamber 33 still continues through passage 51 until the positions indicated in Fig. 4 are reached, at which time the outer ends of passages 51 cease to register with the exhaust ports 17. In the meantime a reciprocation of piston 28 in cylinder 22 intermittentlydelivers air under desired pressure (from five to ten pounds) to the storage chamber 21 so as to maintain an adequate supply of scavengmg air.

It should be noted that, with the above described construction, no'effort need be made to secure any cut-off coaction between the internal ends of passages 51 and 52 and ihe adjacent piston 32 or head 24, the control of the exhaust and scavenging air being obseen that maintenance of-tightjoints, and proper cut-off action between sleeve 27 and cylinder 16 may be thus very readily maintained. Because of the arrangement for keeping sleeve 27 cool, an adequate fitting of the sleeve'to the shell or cylinder 16 may be had when the parts are cool. It will be also noted that the direction of movement of sleeve 27 is always the same as the direction of movement of piston 32 so that the piston-speed, relativet'o' its inclosing cylinder-wall (and consequently the wearing speed), is much less than it would be if the piston were coacting with a fixed cylinder.

A simple vertical movement of the sleeve, as shown, in order to obtain-proper registry between the various ports and in orderto move the compressor piston through its chamber, is not the only movement which could begiven to the sleeve to accomplish the desired results, but I believe that the.

simple construction shown is probably the most practical form. v

I claim as my invention:

1. An internal combustion engine, comprising a main shell having an air inlet port and an exhaust port, a sleeve movably mounted in said shell and having an air inlet passage and an exhaust passage passing therethrough and arranged to intermittently register at their outer ends with the air inlet port and exhaust port respectively of the shell, said sleeve having a water compartment formed between its bore and its exterior, means for maintaining a flow of cooling fluid through said compartment, 2.

reciprocably mounted within said sleeve and cooperating with the closure to form a combustion chamber within the sleeve, a shaft, a connection between said piston and shaft, a connection between said shaft and sleeve for shifting the sleeve relative to the inlet and exhaust ports of the shell, means for injecting fuel into the interior of the combustion chamber, and means for supplying air to the air inlet port of the shell.

2. An internal combustion engine, comprising a main shell having an air inlet port and an exhaust port, a sleeve movably mounted in said shell and having an air in let passage and an exhaust passage passing therethrough and arranged to intermittently. register at their outer ends with the air inlet port and exhaust port respectively of the shell, said sleeve having a cooling compartment formed between its interior and its exterior, means for maintaining a flow of cooling fluid through said compartment, a closure for one end of said sleeve, a piston .reciprocably mounted within said sleeve and cooperating with the closure to form a com-. bustion chamber within the sleeve, a shaft, a connection between said piston and shaft, a connection between said shaft and sleeve for shifting the sleeve relative to the inlet and exhaust ports of the shell, means for injecting fuel into the interior of the combustion chamber, an air compressor chamber arranged in the shell, a piston fitting said compressor chamber'and carried by the sleeve,

and means for'controlling the flow of air to said compressor chamber and from said compressor chamber to the air inlet port of the shell.

3. In an internal combustion'engine, the combination of a main shell having an axial bore with an enlarged end, the said shell hai'ing an air inlet port leading into its main portion and anexhaust port leading fromits main portion, a sleeve fittedwithin said main portion and axially reciprocable therein, said sleeve having an air inlet port through its wall and anexhaust port through its wall,- which, ports are arranged for intermittent registry with the air inlet and the exhaust ports respectively of the shell, said sleeve having a water compartment formed between its base and its exterior, means for maintaining a flow .;,cooling fluid through said compartment, afcom pressor piston carried by the sleeve and fitting the enlarged end 'of the bore of the shell, alhead closingthe end of the enlarged bore of the shell, a supplemental head projected into the bore'of the sleeve, 77

n 1 1 crank shaft for reciprocating the sleeve 4mg L *ciowre ior one eira ofwam sieevera piston-within-t 1e-shell,--andmeans-for controlling the flow of air to the compressor chamber and-from the compressor chamber to the air ports of the shell.

4. In an internal combustion engine, the combination of a main shell having anaxial bore with an enlarged end, the said, shell having an air inlet port leading into its main portion and an exhaust port leading from its main portion, a sleeve fitted within said main portion and axially recipro'cable therein, said sleeve having an air inlet port through its wall and an exhaust port through its wall, which ports are arranged for intermittent registry with the air inlet and the exhaust ports respectively of the shell, said sleeve having a water compartment formed between its base and its exterior, means for maintaining a flow of coola a head closing the end of the enlarged bore compressor chamber and from the compresof the shell, a supplemental head projected sor chamber to the air ports of the shell, into the bore-ofthe sleeve, a Work piston re- In Witness WhereofI have hereunto set my ciprocably mounted Within the bore of the hand and seal at Indianapolis, Indiana, this 5 sleeve, a crank shaft, a connection between 29th day of January, A. D. one thousand 15 said crank shaft and Work piston, an eccennine hundred and'tWelve.

tric carried by the crank shaft in substantial NORMAN MCCARTY. [1,. s.] alinement With the crank, a connection be- Witnesses: tween said eccentric and the sleeve, and MAY LAYDEN,

10 means for controlling the flow of air to the FRANK A. FAHLE. 

